roberts



Nom, 9

M. H. HUBERT@ RAILWAY BOOSTER Filed March 14, 1924 Ll Sheets-Sheet 1 ATToRNYs.

Nov0 9 1926.

1M. H. ROBERTS RAILWAY BOOSTER Filed March 14, 19%

Shawna-Sheet '2 IN1/mma WM? Mm MTA/ESS.

M. H. mmm@ RAILWAY BOOSTER Filed March 14, 1924 ik Shams-Sham 3 www@ CAD

...n er,

M ONTAG'UE EE. EGBERTS, OF ENGLEWOOI, NEVI JERSEY, ASSEGNOR TO FRANKLIN 0F N'Eli YGRK, N. Y., A GGRPOPJATIGN OF .DELA- RALWAY BOGSTER.

Application filed March lll, 1924i. -Selial No. 699,209.

lhis invention relates to railway boosters, and to booster equipped locomotives. lts aim is to improve the application ot boosters to locomotives, and the behavior ot the latter as aiiected thereby.'l and also to iinprove the booster itself in various ways.

Roosters such as here referred to comi'nonly consist of a couple ot horizontal reciin'ocatingl engines mounted on railway vehicle (esnecially on its truck). usually for tor the purnose of assisting;` in its propulsion. For this purpose, the booster may be applied to an axle oit a locomotive trailer tr1iclr,--or to any other suitable axle of the locomotive, of its tender, or ot some other vehicle or car in a railway train, ln general, such a booster serves to increase the tractive power in starting' and at slow speeds, by malrinnf drivers of wheels which would otherwise merely help to sustain the deffidweie'ht. However, the booster is not ordinarily intended to drive the locomotive or the train by itsel't, or to operate at all at hinh speeds. or in backing; and provisions (which need not be described) are accordingrly made 'for a tomatically diseonnectino,` it when the steam supply to the locomotive is shut olli'. or when the speed exceeds a predcti-nimined limit or when the locomotive is thrown into reverse ,sean-as well, ot course, as tor enabling; the engineer to connect and disconnect it at will under proper conditions.

The space available Jfor a booster on a railway truck is necessarily very limited,- especially when the booster is mounted on the trailer truclr ot a locomotive, as in the more usual practice. Accordingly, notwithstanding' every etlort to build the booster just as short as possible tore and at' ot the locomotive, and as narrow as possible transversely. the smallest dimensions heretofiore consistent with realizing' the desired booster power .etten encroach on space much needed Jtor other locomotive parts or equipment: thus entailing disadvantaneous locations for such parts (it not their omission altogetljier), or else preventing any application ot boosters to locomotives ot certain designs. ln particular, the extension ot the booster rearward from the trailer axle tends to interfere with a satisfactory location of a drawbar riechen-either preventing; equipment of locomotives with the unit safety bar, (as it is termed) at all, or requiring the pocket and the drawbar pins to be located at the extreme rear end of the locomotive cradle casting', where they impose objectionable transverse stresses in rounding' curves and negotiating' cross overs. it is also diiiicult to provide proper clearance between the forward end ot the booster and the superjacentashpan, and between the sides of the booster and the adjacent flanges ot the trailer wheels,especially it it is desi rable to leave room for bralre mechanism at the rear oit these wheels. And in the etlort to lreen the booster as short as possible tore and att ot the locomotive, it has been found necessary to maire the booster connecting rods objectionably short,-which means eX- ccssive angularity ot the connecting rods, excessive side thrust irom them on the cross heads, and excessive vibration.

As heretofore constructed, boosters have had their operating' parts and mechanism enclosed in a casing. rlihe lower portion oi such casino` is a relatively strong, massive bed-plate, embodying' the main framing' ot the booster. rlhe upper portion is ot relatively light sheet metal, tor the most part, and removable to ali'ord access to the inten nal parts or works However, this mode ot access is diiiicult and unsatisfactory, owing; to the limited space between the booster and the adjacentI body or other structure ot the vehicle with which the booster is associated. Hence it is not infrequently necessary to dismount the booster for the salie ot freer access.

lt is the aim ot' the present invention to obviate one or all ot these drawbacks. ln the preferred type ot embodiment hereinafter described, convenient access to the operating parts is provided from beneath7 without necessity for disn'iounting the booster; the booster as a whole is so compact as to be easily accommodated in the space available when it is mounted on the trailer truclr ot a locomotive, without any interference with other parts, or with their location to best advantage; the crank and connectino; rod ratio is quite favorable, and the side thrust low; lubrication is eiiected more khalt of lvthis rfigure various parts appear in horizontal 'section as indicated bythe line 2 2 in Fig. ll.

Figs. '8, 4, -5 and 6 show vertical tore and aft sections through 'the booster casing` and other parts, taken as indicated by the correspondingly numbered lines in Fig'. 2.

Figs and '8 show vertical transverse sec- -tions taken as indicated bythe correspondingly numbered lines in Fig. "6 and et respectively. y

Fig. l shows the rear lower portion ot the locomotive boiler l() and its lirebox l1, witl ashpa'n v12, cab indicated at lf3, trame 14, 'and double or unit safety 'drawbar 15, with pocket 16 on the -cradle casting' at the rear ot the trame. One lot the drive wl'iee'ls i8 also appears. rThe trailer truc-lr 2O is shown 'below the lireb'ox '11, with lframe vpivoted 'to the locomotive Jframe lll'at 2l, aXle '2:2 beneath the ashpa'n vl2, Wheels 23, and with a transverse member or bolster 24 just-outside ot and closely adjacent its wheels, tothe rear. All lthese parts may be of any usual or `preferred design and construction. They are shown :in abo-utltheir usual relative positions; except 'that the drawbar pocket-'1G 'is not dis placed 'rearward trom the v'preterred position, as is often the case on booster-'equipped locomotives,andthe trailer axle 22 and'avlieels 23 are further to the rear than would Vlbe practicable with 'boosters heretotore known.

As shown *most clearly in Figs. l and 2. 'the booster 2x5 is mounted about 'the trailer truck axle 22. which it is in the present `instance intended Yto drive., and is 'also partly supported by the bolster member 24 ot the truck frame. Lilie those heretotore need. the boo-ster 25 comprises a transverse crankshatt '26 diseonnectibly flearedto vthe axle 22. and operated by a pair ot double acting reciproca-tory steam engines: and crankshaft, lean ing, and other workingparts are completely enclosed in a protective casing. This booster Q5 'is much shorter 'than any heretotore. however, so that notwithstanding` the location ofthe axle 22 well to fthe rear `(as mentioned), to give 'ample clearance above and ahead tor'the ashpan l2. there is also plenty ot room behind the booster'tor mounting the deep unit safety drawbar Vpocket 16 in normal position. As shown, indeed. only the cylinder structure 27 of the booster 25 projects rearward beyond the tninsverse truck trame member Qt.

Referring, now, more especially to Figs. 2, 3, 4, 5 and 6, the general construction and .the mounting of the booster .25 will readily be understood. For.supporting` and .protecting the operating` parts, it has the trame and casing` structure comprehensively indicated by the reference numeral SO. At one end ot the structure :3U-are the booster cylinders 3l, 3l, while at the other end said structure 30 Vhas bearings 32, ttor the aisle .29., :about which this structure 'SO is 'thus mounted. ln the present instance, the cylinders '31, 3l, their valve chests '33, and the steam supply and exhaust passages Se, are al in the transverse Structure 2, which is attached to the structure SO. El, 3l are at the outside o1" the structure 27, and the other parts mentioned 'in its intermediate portion. rlhe cylinder structure 2'4"' and the structure 30 need not be integral with one another: on the contrary, they ma be formed separate and bolted together.

As shown. the structure has an end wafll 37 'that lies against the mid-portion `ol the structure 27, and is secured thereto by rows ot belts-38 at top and bottoiii,so as in eiect 4to torm part ofthe side wall "et said structure 27,'tl'1ough also integnlly attached to the fore Iand att members 4A, 44s-, etc., as hereinafter indicated. From the wall 37,121 sort ot bracket Vflange 89 projects toward the axle 22, to Vserve as a 'means otsnpport tor this end o't the booster '25. A supporting stud-pin 40 tor engaging the truck trame member @il is mounted in a boss l1 on the flange 39. being? screwed in and loclzed by va lkey 4Q. Thus, 'it will be seen, the .veight'ot the booster 25 is transmitted to the supportin e' member 24 ot the truck trame through the structure 2'? and its lateral wall at 37. The trame structure 30 Vis spanned between the aisle 22 anc the member 2st; and the axle bearings 32, 32 and the Ipart 40 provide a sort of three Ypoint support to* the booster 25 that Vfreely 'accommodates all :relative movements of axle and truck trame.

Preterably, the structure 30 has tore and katt strength members 44., extending' vfrom tbe wall'f? to thefaxle bearings 32, 32 (.F 3). Besides 'an axle bearing 32, each strength member le carries one Iot the bearir 4.5 "tor'the'Crankshaft 26. @ne half of each 'of these bearings maybe integral vwith the member 44. while the other haltmay be a separate `partibolted on, as usual in'such cases. Each ot the bearings l5 may have vthe usual anti-friction lininzef. At'and adjacent the wall 37, the *ore'and att members 44. Ll wide :as it Aand 'are .united 'to the. `bracket member 3G Vat their vlower edges, to brace itand attordigreaterstrength3 is shown the cylinders lOG lil

titl

titff necessabut `tor the rest of their length, these meinbers 44T, lllmay be oi' less width (Figs. 2 8).

instead ot having; the usual piston rods, cross-heads, etc., the booster engines here shown are ot double acting trunk piston type, each with connecting,v rod 41:6 extending trom. the crank pin l? ot the overhang.;`

crank 4t8,-through a vertically elongated trunlr 49 ot the piston structure 50,-to a wrist pin l on (or in) the piston structure, and with stu'liin-fr bm; 52 0n the crank end cylinder head 53 tor the trunk 49. 2, il, and if). rlhis not only dispenses with the usual cross-head and cross-head guides, and allows the booster to be shortened (to cite actual designs) trom about 'i6 in. overall (measured from the conter ot' the driven axle to the outside of the tar cylinner head) for the old type to in. 'for the new type,- without any sacrilice oit porren-but at the same time permits a crank and connectingl rod ratio ot about 1:5 Yfor the new type as against about 1:3 for the old type. fis shown, the connecting* rods liti, i6 are located outside the i'nembers 411-., tfl..

Besides its direct advantages in economy ci space already indicated, the shortening` of the booster also allows its weight to be transmitted to the truck traine tl'iroue'h the structure 27 as described above,-which obviates all need tor a transif'erse strength member tor 'this purpose interconnectine` the tore and att members lill, ist at an intermediate point in their length, as was necessary in the old type. Various other advantages of all. this (over and above the grain in spae, the reduction in weight, and the simplification in construction) will appear hereinatter.

ln the present instance, the wrist pin l is mounted in bushings right in the center oi the piston 50, between its paclzings 55. 55, so as to .minimize the etilects ot the side thrust `.trom the rod d6. (Finn 2). ln its reciprocation, the piston trunlr t9 overlaps the orbit oi rewilution ot the crank pin T on the outstrolre: indeed, the cranlr and crank pin orbits come `very close to the trunk stu'llinp,v box 2 and fi). rllhe steam distribution valve 56 in each salve chest 33 is .shown as a piston valve with cylindrical trunk 5i' entendiup,` out through a stuliing bei; 5S in the wall at Si". (Fins. 2 and 5). is this valve taires steam in the middle, at 3ft, and exhausts at the ends, at 35. there is little liability oiA objectionable leakage past the stuiiinn' bon 58 into the booster casino'. and the imbalance due to the trunk instead ot being` operated by a return crank on the main crank pin el? and a cross shatt extending; inward to a valve rod connection, ,in the old type oit' booster, each valve 5G is actuated by an eccentric 50 on the crankshaft just inside the bearing,v do,

and a direct connection comprising an eccentric strap and rod 6l extending` rearward inside the strength me aber 4A and through the trunk 57 to a pivotal attachment 62 with- 'the latter. This simplijiied operating?` connection tor the valve is made easily practicabie, ot course, by getting` rid et the usual transverse traine member interconnecting the members li, let at an intermediate point in 'their length7 as mentioned above.

rllhe z(gearing` tor connecting the crankshaft 2S to the aide 22 is located in the central region ot the booster casing, between the eccentrics (S0, 60 and their valve actuatingY connections (3l, (il. (Figs. 2, 4 5, and 8). lt comprises a gea-r 63 on the axle 22, a pinion (ist on the crankshatt 26, and an idler pinion G5 mounted on a double rocker 66 tulcrumed on the crankshaft (Figs. 2 and 6). rllhe idler pinion 55 is always in mesh with the crankshaft pinion Gli at their pit-ch lines, and is sir-Jung into and out of mesh with the anic grear 63 by a movable operating cylinde 67 and an opposing' spring` 68 and counterweie'ht G9. Preferably, the rocker Gt is o'vrbalanced some 30% toward a position out of' inesh with the `ear G3, to insure proper operation even it the spring` 67 should break. throw the gears 65, G3 into mesh and lseep them in mesh, pressure 'from the booster control system (not shown) is adm-itted to the .motor cylinder @7 through a pipe il). (The pipe il shown is for con# veyingr pressure :trom the cylinder 67 to other parts ot the booster control system.) ris shown, the gear operating motor 67 has a bracket trame T2, and is mounted on the wall Si' ot the structure 2?.

in the present instance, the booster casino` (Figs. is in the nature ol" a transverse crank case. with a lateral extension 73 from its mid-portion (where the eccentrics GO and the pinions Gil, are located) rearward to the midportion oit the structure 2i', and another such extension Til forward (between the axle bearings 32, around the gear (ii-. Thus there is a central gearing' and valve ,gear compartment between the members t, -l-t, open tore and att from the struc ture 2'? to and beyond the bearings 32, rit either side7 'there are other compartments enclosingv the crank orbits-to the exclusion ot the adjacent cylinder heads 5S with stu'liing; boxes :32. and most ot the Y between crank orbits and cylinder heads. as well as ot the arie bearings 32, lrlreterably. the tore and att walls ot the crankcase extension Z3 are formed by the wide ends of the strength members 41st, 'lhe rear walls of the lateral crankcase compartnfients have openings tor the passage ot the piston trunks 4:97 tl; and housin 75, 75 may be mounted on the stutliuo' boxes 'for protectineI the trunks in the gaps.

ln the old type ot booster, the central `20 the detachable halves of these bearings.

space between the fore and aft frame meinbcrs is lnot thus open, because of t-he necessity for a transve se vmember interconnectingv them at the proper vintermediate point in their length for transmitting the booster weigl'x't to the truck traine, as already e1; lplained.

Unlike that ot` the old tyfl e ot booster, the ,training ot the construction here shown is l0 arranged overhead, with the bearings 32,

415 at its llower side. jrs a result, not only is the lower portion of the vbooster casing lett substantially 'lree and unobstructed for pur poses of lubrication; but (with the crankshaft 26 revolving clockwise, vas indicated in '25 'lower hal-,t consists of a separate sheet lmetal pan WJ, normally closing the bottom of the casing, buteasily detachable and removable to atord free access from beneath to the booster mechanism. The top and side '30 walls ot the upper casing half serve to brace the fore and att traine members fiel, del, and to strengthen the 'frame vstructure of the booster' generally. As shown, there is an opening in the casing top, over the gearoperating motor 67,'etc., with a removable sheet metal cover 77.

rllhe lower casing halt or pan G has shallow depressions beneath the cranks 48, 4:8, to attord ample clearance and serve as wells 10 for lubricant; and at the low points ol2 these depressions, there are drain plugs 78, .78 for drawing ott the lubricant it'roin the casing. rlhis pan 7G closely resembles the top ot the casing in conliguration, lextending tore and att from the Yframe portion 39 beneath and up behind the axle gear 63, and transversely beyond and up outside either end of the crankshaft 26 (Figs. 2-G and 8\. The pan 7G may be secured to the upper casing halt by bolts 7) extending through the 'tiange at its upper edge and 'taking into the 'flange at the lower edge or" the upper casing halt'. @n top of each or" the crankshaft bearings 4I, 45, at the outer side ot the corresponding member lle, there is cast an oil cup or catch-basin 80, with a duct 8l to the interior of the bearing. The axle bearings may have chambers 82, 82 in their lower halves, tor containing oil and waste tor 50 lubricating these bearings by Contact with the axle The general advantages ol" the ty) of booster above described over the old typecon'ipactness, lightness, reduction in number 95 ot par s, general simplicity, and reliabiland reliably by lgeoeeee have already been indicated. It -is iturther to be noted that :the vbooster here shown can be lubricated very effectively the vmere splash action of the. moving parts on a supply of lubricant in the casing,-which in practice serves as a eservoir, vand is filled with yoil up toabout he dot and dash vline in Figs. l, 5, 6 and 8. l`h s the gear runs in the oil and supplies it to the pinions 64e, 65 and `,theirbearingspand to the eccentrica 6G, 60V- both .directly and by splash action. 'The cranlrs 8, 418, lil'ewise, splash through the oil bath at every revolution; and thus the crank pins el?, il? receive oil by direct iinvin on, while the oil cups 80, thecranlrshalt bearings Lio, the piston trunlrs ai), and the wrist pins 5l, 5l receive it as a result of the splashing. The lubrication of the trunlrs 1.19, e9, and or the. wrist pins 5l, is particularly effective reason ot lthe iiact that on their outward movement the trui 49, LQ ine/t the splash yfrom theonco crank counter-weiglits,-whichsplash l.ccess to the interiors ot the trunks,

in Fi of the overhead type of here disclosed over the old rruction will readily be apprcciated, as nell the tact that these advantages are .fliinited, et course, to a trunk ,type of booster. TWith the operating all mounted on the overhead frame here shown, it is a v ry easy un the loc-on'iotive over a pit and pan 76, thus obtaining tree and acces to the interior ot the e .',ietween the axle 22 and the h nounting the booster. This, or" course, is very great practical advantage,-quite irrespective of whether the booster have trunk pistons or piston rods and cross heads.

l. rl`he combination Vwith a locomotive tran'ie, drawbar, drawbar pocket beneath the "traine, ashpan, and trailer truck with s .ie beneath said ashpan, ot a trunk piston booster mounted about said axle, and lying` beneath and behind said pan but ahead ot drawbar pocket.

2. The combination witha railway truck having a transverse member just outside its mls. ot a runlpiston booster mounted about their asie and supported by said member, witli its cylinder structure resting onand proyec-ting beyond the latter.

o. rhe coinl'zinution with a railway truck and its axle, and a booster support on the truck traine. ot a trunk pist-on booster coinpriping a rranie structure mounted about the axle one end, with a transverse structure at the other end thereof including the booster cylinders, and transmitting the weight thc booster to said booster support.

:escasas li trunk piston railway booster cornprising a transverse crankshatt; cylinders;

pistons with trunks overlapping the crank orbite on their outstrokes; and a crank case and me structure attached to the cylinder sti ire and enclosing the crank orbits while allording passage tor said piston trunks, but excluding and leaving open the space between crank orbits and adjacent cylinfl heads.

i pi'ton railway booster coniierse Crankshaft, with geare; cylinders; its overlapping the crankj on their faitetrokes: and a crank case and fganie structure enclosing cranks, crankshaft, and gearing with exclusion of the cjg'liintler heads and the trunk stuffing bois, and having a l eral extension to the accommodating the nin orbits n railway booster coiniai u o 'e crankshaft, and gearing ing a vehicle structure with l pistons with l, the crank orbits on n :i crank case and trame ne' tao crank orbits with eX- cylint` heads, but hav- ',.fitension trorn its mid-portion r structure; and actuating i from the crankshaft pre-ing a t between ging 'fs cranks and gearing to said i the mid-portion oic the crank d lateral extension.

' railway booster conii'ce crankshatt, cylinders, une i-tructure including tore and th members attached to the cylincture and having bearings lior a le and lier said crankshaft, with a 1 between said strength niemil att trom cylinder strucpi railway booster conia traiisversel ci ankshaiit; transverse .structure with valves in its inidne structure including 'fore 'oh members attached to said iure and havingl bearings tor and tor said crankshaft; and actuating connections extending from crankshatt to valves between said strength menibers.

9. A trunk piston railway booster comprising a transv rse crankshaftwith counter weighted cranks; cylinders; pistons with trunks overlapping the crank orbits on their outstrokes; a frame structure attached to the cylinder structure and having bearings tor said canksha'l't; and a crank case affording a reservoir tor a bath ot lubricant in the path oi the crank counterweights, so that the piston trunks shall be eltectually Cil lubricated by the splash of said counterweights.

l0. A trunk piston railway booster engine comprising a transverse cylinder structure with valve-sl in its mid-portion; a transverse crankshaft with f gearing` tor disconnectibly driving a vehicle axle between its cranks, including a rocker carrying a shittable gear; actuating connections extending from crankshaft to valves inside of the cranks and their connecting rods, at either side ot' said rocker; and an operatingl motor tor said rocker also located directly between said connections.

ll. A trunk piston railway booster comprising cylinders; a transverse crankshaft with gearing for disconnectibly driving a vehicle axle, including a rocker carrying a shittable gear; and an operating motor for said rocker mounted on the side ot the cylinder structure adjacent said c ankshatt l2. A trunk piston railway booster engine comprising a transverse crankshaft with gearing for disconnectibly driving a vehicle axle, and a gear operating motor mounted on the cylinder structure ot said engine.

13. A railway booster comprising cylinders, and overhead trame structure for supporting the operating parts of the booster attached to said cylinders and having bearing tor a vehicle axle to be driven by the booster.

14. The combination with a railway truck and its axle, and a booster support on the truck traine, oi' a booster with overhead supporting structure for its operating parts spanned between axle and truck lrame support.

l5. A railway booster comprising cylinders; a transverse crankshaft; overhead traine structure, with bearing for a vehicle axle, extending from axle to cylinders; and bearings tor the cran rabatt at the lower side ot said frame structure, between axle bearing and cylinders. 11o

16. The combination with a railway truck and its axle, and a booster support on the truck trame, of a booster comprising an overhead frame structure mounted about the aXle at one end, with a transverse structure iis at the other end thereof including the booster cylinders and transmitting the weight of the booster to said booster support, and a transverse crankshaft mounted in bearings at the lower side ot said frame structure. l f

17. The combination with a railway vehicle axle, of a booster comprising,cylinders, an overhead trame struct-ure mounted about the axle and attached to said cylinders, a transverse crankshaft mounted in bearings at the lower side ot said trame structure, and disconnectible gearing between axle and crankshaft, including a rocker t'ulcrumed about said crankshaft carrying an idler gear 130 meshing? with a gear onj the crankshaft and shiftable into and out oi mesh with agear on t-heaxle.l

I8. A railway booster comprising trunk piston engines withA overhead framing having bearing for a vehicle aXle.

19. |The combination with arailway truck having a transverse member outside its wheels, of a booster mountedI about their axle and also supported by said member,V

with means for enclosing its mechanism including abottom pan removable without dismounting the booster.

20. A railway booster comprising overheadframe and crank case strnctnre,- for supporting and protecting operating parts of the booster, and a detachable pan normally closing the bottomo the cra-nir ease',l but when removedaffording aece'ss to the operating parts.v

21. The combination with a rail-way truck having a transverse member outside its wheels7 of a booster with cylinder structure only projecting beyond said member, over; head frame and crank ease structure spanned between the axle of said Wheels and said transverse member, and a detachable pan normally closing the bottom ot the Crank oase7 but when removed affording free access thereto between transverse member and axle.

22.` A railway booster comprising a transverse crankshaft, with gearing. for driving a vehicle axle; overhead frame and cranloasey structure, with bearing iior said axle at one end; a transverse structure at the other endv of said trame structure, including the booster cylinders and supporting means 'tor transmitting the booster weight to the vehicle structure;- and aV pan 'for Closing the bottom of the oranlcase extending from said supporting means beneath the axle gearing.

23. AL railway booster comprising trunk piston engines with overhead frame and crank case structure, and a pan for Closing the bottom of the Crank case removable tov ailord access to the booster mechanism nom beneath.

MONTAGUE H. ROBERTS. 

